Valve for internal-combustion engines.



J. A. MARE. V VALVE FOB. INTERNAL COMBUSTION ENGINES. APPLICATION FILEDJUNE 2, 1913.

1,129,582. Patented Feb. 23, 1915.

4 SHEBTBSHBET L 5o 44 55 Y 46 i 3/- WITNESSES: INVENTOI? ATTORNEY J. A.MARE.

VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 2,1913

Patented Feb. 23, 1915.

4 SHEETS-SHLBET 2.

ATTORNEY 1 .J. A. MARR. VALVE FOB. INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 2 1913.

Patented Feb. 23, 1915 4 SHEET$-SHEET 3.

III/1111111111111111111111111 15:7:

INVENTOR WITNESSES: 59

14 TTOH/VEY J. A. MARR.

VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 2, 1913.

1,129,582. v Patented Feb. 23, 1915.

4 SHEETS-SHEET 4.

WITNESSES.- N l/EN TOR ATTORNEY JAMES A. MARE, OF BRIDGEPOR-T,

ii? @FFIQE.

TICUT.

VALVE FOR INTERNAL-COMBUSTION Application filed June 2. 1913..

To all whom it may concern Be it known that I, JAMES A. Mann, a citizenof the United States, residing at Bridgeport, county of Fairfield, Stateof Connecticut, have invented an Improvement .in Valves forInternal-Combustion Engines,

of which the following is a specification.

This invention relates to internal combustion engines adapted forgeneral use and especially adapted for use in motor vehicles, and theinvention has for its object to sim' plify and cheapen theconstruction,'to reduce the number of parts and to greatly improve theoperation of this type of engines.

I have illustrated the invention as applied to a four-cycle engine andaccomplish the desired results by the useof a single valve havingcontinuous rotary movement, each rotation corresponding with the seriesof cycles, said valve having ducts extending longitudinally thereof, sothat both the intake and the exhaust gases enter and leave the valve atdifferent transverse planes, and said valve having an air passage itsentire length so that it may be kept cool by passing a current of airthrough it.

With these and other objects in view I have devised the novel structurewhich I will now describe, referring to the accompanying drawingsforming a part of this specification, and using reference characters toindi- (rate the several parts.

Figure 1 is a vertical transverse section of my novel engine, the valveand certain other parts being shown in elevation; Fig. 2 a section onthe line22 in Figs. 1 and 8 looking in the direction of the arrows; Fig.3 an elevation of the valve detached; Figs. 4, 5, 6 and 7 are transversesections on the lines 44, 55, 66 and 77, respectively, in Fig. 3,looking in the direction of the ar rows: Fig. 8 a plan view of my novelengine; Fig. 9 a longitudinal section of the valve detached: Fig. 10 anend elevation of the valve as seen from the left in Fig. 9; Figs. 11,12,, 13 and H are diagrammatic views illustrat ing the position of thevalve and crank shaft at the midportion of each cycle; Fig. 15 a viewpartly in elevation and partly in longitudinal section illustrating amodification in the arrangement of the ducts 'in the valve andconsequently of the air passage which is continuous but not straight andnot central: and Figs. 16, 17, 18, 19 and 20 are transverse sections ofthe modified form of valve on the lines 16l6, 17-l7, l818,

Specification of Letters Patent.

iatentcdF-eh. w Serial No. vine l.

'l9-li; and 2020, respectively, in Fig. 3.5, looking in the direction ofthe arrows.

30 denotes the val e chamber, 31 the valve, 32 cylinders, 33 tons, 3ithe connecting rods, the crank i the crank shaft, 37 the fly wheel, asprocket wheel on the (P ll shaft, 39 a sprocket wheel on the valve, doa sprocket c n. by which rotation is impart ed to the valve from thecrank shaft, all the crank chamber, an intake pipe, 48 exhaust pipes,and H wa er chambers surrounding the cylinders, the valve, and exhaustpassages which lead from the valve chamber to the exhaust pipes, (seedotted lines, Fig. 2).

In Figs. 1 to 10, inclusive, and in Fig. 14, the parts are in a positionin which both pistons are at the midportion of a cycle, the left pistonin Fig. 1 is being driven forward by an explosion and the right cylinderin Figs. 1 and 14 is moving backward and. exhausting.

In the form illustrated in l igs. l to 10, inclusive the valve isprovidedwith central air passage l?) extending straight through it.There are two ports for the ingress and two for the of the gasescorrespond ing with each cylinder, and ducts connecting said ports.Commencing with the gas in the intake pipe it enters the valve through aport 46 in the valve and passes into in-- take duct 47 (see Figs. 2, 5,9 and ll). From. this duct it passes through. a port 48 in the valve anda passage 49 in the valve chamber to the right c linder (see Fig. 11) inwhich the piston is moving forward. This com: prises the first cycle.The second cycle, which is the backward movement of the piston, in Fig.12, compresses the gas which is then exploded and the piston drivenforward as in Fig. 13, which comprises the third cycle. The fourth cyclecomprises the backward movement of the piston, as in Fig. 14, whichdrives the gas out of the cylinder and through passage 49 in the valvechamber and a port 50 in the valve into an exhaust duct 51 in the valve.from whence it passes through a port 7- in the ,valve to the rightexhauspipe The ducts l? and 51 are separated by webs 31 and their ends areclosed'hy webs 5L, shown.

The first cycle of the left cylinder corre sponds with the second cycleof the right cylinder, consequently when compression taking place in theright cylinder the left cylinder will be taking gas from pipe 4.2 whichwill enter the valve through a. port verse Webs 58 and their endscyiinde see 4g 11, in we 0i clearness twe set-s 0f mun erdei' todescribe dearly he p2 through the veive in each eyii each cylinder bet-ktiiireugh the valve to ,1 cerresponding ex! s pi e}. The cycles arerepeated in cenmciien with ieffi eyh inder with the right, the firsi:cycle can prising the intake of gee the secend the compression the thirdthe explesien and the fourth the exhaust. The backward movement of theleft 'pis'-on in the feurth cycle drives the gas ent of c y'iindez' and.through a passage 56 in the valve ehamher and a port 57 in the gvalveimie an exhaust duct- 58'in the valve ifrem whence it passes through a,port 5Q in the valve w the left exhaust pipe 43 (see Figs. 7, 9 and 14).The ducts 54 end 58 are separated by crane are classed bf, Webs 59'. itmust be borne in mind that one intake pipe eupplies gas to bothcylinders but each cylinder exhansbs threu gh a separate pipe. Pert 46and pert; 458 which supply to the right syiindev are whoily 0115'", ofaiinement, that is in. diiferent traneveree planes of the valve and areso ted by intake duct 4'? in *bhe valve. The wine ewe of port 53 andpart5?) whi the left cylinder end are connex: take duct 5% in the valve.

from the righ eylinder is {time and 52 which are .='iiifierent planesof. the valve sini'i are cennected by exhaust duct 51 in the valve. Theexhaust from the left cylinder through peaks 5? and 59 which are iniiiiie iii tinnsveifse planes of the valve and are cenneeeed by ex haustduct 58 in the v21 e. Idleeh 01'? two intake ducts is therei-ore eniyeperetiie 5:0 rieliver gas to the eerrespending eyiinder and each of thetwe exhaus'; duets is 01113;

operative to exhaust gee from the were spending cylinder, i

it Wiii 0; course undersieed that the bmiy of the engine 1112i? anyordinary or preferred C(HlStilHfhGfG or design I have rhown the v2 vecasing as maid n We for eonvenience in grinliiing, fit and adjusting thevalve and the beemigs. It is furthermore whoiiy immaterial whet spe cialmechanism is need he impel-i TOEELYT movement to the valve.

An important feature of the inventien is the longitudinal air passagelthreugh the Yak-e by which it is keps eeoied, In ostier to facilitatethe passage of i3. i3" ethrengh extend one end of the naive '50 form ahis chamber and piece a fan therein which is rigidiy secured to ihewe'll 0f the ehanihen the action of which is h") draw e current Llze eeeniet pez relight into r as snppiy i ed npen mpose nenns of ion iinei dhe): ed-inzwet i l mement Wnh Three git into reg 9 with the valvechamber outlet ports, said valve inner exhaust ports having freecommunication with longitudinal ducts arranged within the tubular valveand discharging through outer valve exhaust ports; and means to rotatethe tubular valve.

2. In an engine of the character described, a pair of explosioncylinders; a valve chamber extendin across the explosion cylinders andprovide near its ends with gas outlet ports leading into the upper endsof the cylinders, and between the gas outlet ports with a common gasinlet means; a tubular rotatable valve mounted within the valve chamherand having a longitudinal air passage extending through the oppositeends thereof for the free circulation of air, said tubular valve beingprovided between the gas outlet ports of the valve chamber with twotransversely alined spaced gas inlet ports adapted to be successivelybrought into registration with the common gas supply means, said tubularvalve being provided upon opposite sides of the valve inlet ports withvalve outlet ports adapted to be moved into registration with the valvechamber outlet ports and having means of communication with the valveinlet ports arranged interiorly of the tubular valve, said tubular valvebeing provided with inner exhaust ports spaced from al'iiil in alinementwith the valve outlet ports and adapted to be brought into registrationwith the valve chamber outlet ports, said tubular valve being providedwith outer exhaust ports having communication with the inner exhaustports by interior ducts; and means to rotate the tubular valve.

3. In an engine of the character described, a pair of explosioncylinders; a valve chamber extendin across the explosion cylinders andprovide near its ends with ports leading into the upper en of thecylinders, and between the gas outlet ports with a common gas inletmeans; a rotatable valve mounted within the valve chamber and embodyinginner and outer spaced tubular shells, the inner shell having both endsopen for the free passage of air there through for the urpose of coolingthe valve, said outer tubu ar shell being provided between the outletports of the valve chamber with two transverselyalined spaced gas inletports adapted to be successively brought into registration with thecommon as supply means, the outer tubular shell being provided uponopposite sides of the valve inlet ports with valve outlet ports adaptedto be moved into registration with the valve chamber outlet ports andhaving communication with the valve inlet ports by non-communicatingducts arranged between the outer and inner tubular shells, said outertubular shell being provided with inner exhaust ports spaced from and inalinement with the valve outlet ports and adapted to be brought intoregistration with the valve chamber outlet ports, said outer tubularshell being provided with outer exhaust ports having communication withthe inner exhaust ports by non-communicating ducts arranged between theinner and outer tubular shells; and means to rotate the tubular valve.

In testimon whereof I aflix my signature in presence 0 two witnesses.

JAMES A. MARR.

Witnesses:

E. M. CULVER, S. W. ATHERTON.

as outlet

